London Blackfriars
A general revision of the Blackfriars area came in 1885 when the original terminus on the south bank of the Thames was closed to passengers on 1st October and subsequently converted to a freight terminal. It was not until 10th May 1886 that a new station, immediately on the north bank of the river, was opened to passengers, reached by a larger seven-track bridge which ran parallel with the existing railway crossing over the Thames. Thereafter, the existing bridge discontinued carrying passenger traffic, being used exclusively by inter-regional freight services. The then new station was named ''St Paul's'', in light of the nearby Cathedral, and provided proper facilities to give the LC&DR a share of City-bound commuter and continental traffic. This traffic type the SER had managed to get a foothold in as a result of opening Cannon Street in September 1866. St Paul's station was an interesting structure: over the platforms was a four-span wide single-storey high trainshed (which is still in evidence today), whilst immediately behind this was a single-span pitched roof (the same width as the four-span structure), covering the concourse area and the station offices north of the platforms. The station's street façade also boasted a large wall of stone plaques indicating fifty-four names of domestic and continental destinations the station could serve (it being questionable as to whether it ever did!), although from the outset the LC&DR's existing Victoria station was the main hub for overseas traffic (the SER using Charing Cross). Underneath the trainshed, five tracks were provided, served by seven platform faces - terminating lines 2 and 3 were built with a platform face either side of the track, allowing entry or exit from either side of the train. The Southern Railway altered the station platform arrangement in 1925; terminating lines 2 and 3 lost one platform face each, thus there were now five platform faces to five tracks. A shift in platforms had the consequence of trainshed pillars ending up in-between tracks - very uncommon indeed! During this process the platforms had also been lengthened to accommodate eight-car electric trains, as the SR began implementing the LSWR third rail electric system onto South London suburban lines.
St Paul's became ''Blackfriars'' on 1st February 1937, although by this time there had already been some significant service cutbacks. On 3rd April 1916, as a wartime economy, passenger trains between North and South London via Snow Hill Tunnel ceased operation and were not restarted after the end of the conflict. The route remained open, however, for cross-London freight trains which utilised the original railway bridge of 1864. Ludgate Hill had also been subject to closure in 1929, the platforms being deemed too short for eight-car formations; trains now just ran to Holborn Viaduct. A myth surrounds the Blackfriars trainshed in relation to World War II: legend has it that the trainshed was considered too unique to be risked being damaged in an air raid, thus the majority of it was dismantled and put into a large storage area in the Midlands. Ironically, it was bombed here instead. On the contrary to this, however, depictions of the station in the post-war period clearly show both the pitched and four-span roofs remaining intact. It is therefore possible that this myth has materialised as a result of being confused with another typical damage reduction concept - that of removing trainshed glass panes for storage, hence they would not shatter during an air raid (such a practice implemented at a number of stations). Nevertheless, the myth way well be true!
The original railway bridge of 1864 wad deemed structurally unsafe and two of the four tracks were removed in 1961 to ensure that this was the maximum number of trains which traversed it simultaneously. Total closure of it followed in 1969. Excepting internal platform re-arranging, Blackfriars station retained its LC&DR appearance until a rebuilding programme was implemented in 1972, this coming to completion five years later. Sadly, this involved the customary practice of incorporating a modern office block into the rear of station complex - it also marked the end for the distinctive single-span pitched roof over the concourse, which was subsequently replaced by a simple flat overlay. The hydraulic buffers of 1886 vintage were too removed and the pink-red brick street façade replaced by austere offices. On the plus side, however, the stone plaques inscribed with the domestic and continental place names were brought inside and, black from years of pollution, were cleaned up and put on display within the concourse. The four-span trainshed roof was, thankfully, spared from redevelopment due to its positioning on an actual span of the railway bridge. The parallel-running disused bridge of 1864 was the next casualty, being dismantled in 1984, but the LC&DR crests were retained on the South Bank, as were the supporting pillars in the Thames. A significant service improvement also emerged in May 1988 with the re-opening of Snow Hill Tunnel for passenger usage, allowing direct trains from Brighton to Bedford: Thameslink. This required a minor re-alignment of the through lines at the north end of the station, which formerly ran to Holborn Viaduct, but now were routed to City Thameslink.
This 21st January 2006 view shows the four-span arrangement to good effect. The through lines
are those on the left, which are protected from the elements by the widest span. This span has
always been wider than the remaining three rather than receiving modification later. David Glasspool
The classic dome of St Paul's Cathedral rises above the City streets as Blackfriars is viewed
from the adjacent road bridge on 17th November 2005. Here, the abutments of the former
1864 bridge are in evidence, the structure of which was dismantled some 120 years later.
Again, the fourth most western of the trainshed spans is evident, one of the curved arches
noticeable. This side of the station is unusual in the sense that the platform seems to have
been extended sideways, beyond the limits of the bridge. Also, the western side of the trainshed
does not replicate the traditional semi-circle lattice windows of the eastern side. David Glasspool
Dusk falls over the city as the terminus is viewed from the Southbank on 2nd February 2006,
complete with a Class 466 / 465 formation stabled upon the bridge. David Glasspool
I have drawn out plans for the trainshed as accurately as I can - click the above diagram for a full-size version.
David Glasspool
Return to the Kent Rail Homepage or alternatively, check for Updates.
Website & Copyright information - Links - Contact the Webmaster
All content is copyright © David Glasspool